Vaporizing tank



R. F. GOODE VAPORIZING TANK May 21, il

Filed July 19, 1943 l 5 sheets-sheet 2 May 2l, 1946. R. F. GOODE VAPORIZING TANK Fi1ed`July 19, 1945 5 Sheets-Sheet 3 l l I l raeniea May 2i, 1946 ussell Frank Goode, Flint Hill, va., assigner of one-half to Jacob Edward Keyser, W

ashinxwn.

Application July 19,` 19 43, Serial N0. 495,347

v-cmims. (ci. zei-se) This application is a continuation-impart of my prior application on Vaporizing tanks, Ser. No. 414,003, filed October 7, 1941.

This invention relates to an improvement in vvaporizing tanks, of the character used for Va'- porizing hydrocarbon fuel used in internal combustion engines.

Fuel feeding devices have been employed heretofore for supplying fuel to internal combustion engines, but frequently fail to vaporize cornpletely the fuel supplied to the engine, resulting in theadmission of liquiiied fuel thereto .which fails to ignite and thus is wasted.

The object of this invention is to obtain more perfect and complete vaporization of the fuel, whereby it is supplied in a form readily and completely combustible, eliminating Waste, and obtaining more efficient operation of the engine, substantially with Diesel engine performance. At the same time, provision is made for complete safety in the event that the motor vehicle in which the tank is used should turn over., by closing openings to corinne the fuel in the tank against accidental leakage or flow therefrom.

Provision is made for confining a quantity of' fuel in a tank and for warming and vaporizing the fuel therein in the path of air ow through the tank over the fuel, which air flow is caused by the suction created by the engine in the intake manifold with which the tank is connected. Suitable valves are provided for controlling the air admission and discharge from the tank, and provision is. made for closing the air inlet valve in the event that the vehicle turns over or becomes upset from its normal upright position.

Provision is made for heating the body of fuel in the tank, and for withdrawing the heated liquid fuel and discharging the same in the air adjacent the top of the tank substantially in the form of a jet, which will facilitate the ready vaporization of the liquid fuel as the air is drawn through the top portion of the tank, being fed to the intake manifold of the engine in the form of a vapor that is readily and completely combustible. Provision is made for controlling .the air supply through the top of the tank, as Well as controlling the feeding of the fuel therein, automatically in accordance with the speed of the i engine, thereby supplying the proper and required Vamount of fuel to the engine. Whe'n the .engine is to be started initially a rich mixture of fuel may be atomized into the air stream at a point at or adjacent the intake manifold for starting purposes. 'under control of a choke automatically operated inthe usual way, after whichthe rich feeding is discontinued and the device shifted back to the feeding of vaporizedV fuel from the top of the tank, as described.

A preferred embodiment of the invention is illustrated in the accompanying drawings, in

- which:

Fig. 1 is a longitudinal sectional view throughthe vaporizing tank;

Fig. 2 is a longitudinal vertical section through the feed control valve: y Fig. 3 is a horizontal sectional view through l the tank on the line 3-3 of F18. 1;

Fig. a is a diagrammaticl view showing the assembly of the tank with the engine;

Fig. 5 is a. vertical cross section tank onthe line 5-5 of Fig. 1;

Fig. 6 is a. detail vertical section through the air intake valvey control; and

through the Fig. 7 is a cross section thereof taken on the line 'i-A-l of Fig. 6. i

The fuel vaporizing `tank is designated generally by the numeral l and is shown as having a closed top formed by a cover 2 which is fitted thereover and sealed to the side walls of the tank as by bolts. The tank I is adapted to be i'llle'd partially full of liquefied fuel, having a -lling tube 3 (Figs. 3 and 5) extending into the tank I, with a filling cap l detachably vmounted on the tube 3 in the usual manner. A vent tube 5 extends along the inside and outside of the filling tube 3 from a point adjacent within the top of the tank to a point near the external upper end of the tube 3 to establish air communication therewith in admitting air to and discharging the t connected therewith for releasing excess pressure therefrom to the exhaust line ofthe engine.

One end of the tank I, at the cover Y2; is provided with an air inlet 1, which may be connected with a pipe if desired, extending to a point adjacent the warm air hose of the engine or other source of warm air for the purpose of admittingwarmed air into the upper portion of the tank.

The air inlet I is adapted to be controlled by a. valve 9 having an enlargement I0 on the outer side thereof in position to be engaged by s. cam Il carried by a butterfly valve I2 which is pivon the valve disc which normally opens it.

otally supported eccentrcally thereof on a shaft I3 adapted to be actuated by the usual choke connection indicated generally at I4.

The valve 9 is slidably mounted upon and supported by a guide rod I5 secured to brackets I6 depending from the top 2 of the tank, and to which brackets the rod is rigidly secured, being held against endwise displacement relative thereto.

The valve 9 is urged toward` its closed position by a coiled spring I1 surrounding the stem of the valve and the telescoped end of the rod I5, being interposed between the disc of the valve 9 and a cam disc I8. The cam disc IB is xed against rotary movement relative to the guide rod |5 by a pin I9 extending therefrom through a slot in the guide rod. A hump 20 on the cam disc I8 is arranged to engage in a notch 2| formed in the face of a cam 22 rotatably supported on the guide rod I5 between vthe disc IB and the adjacent supporting bracket I6. The cam 22carries a depending arm 23 having aweight 24 atthe lower end thereof normally tending to hold the cam 22 in its central position, as shown in Figs. 6 and 7.

In the event that the vehicle should become upset or should turn over, the shifting of the weight 24 would cause rotation of the cam 22, immediately applying endwise pressure to the spring I1, increasing the .tension thereof suiliciently' to close the valve 9: tightly against its seat, the spring thereby overcoming the suctilon T is closing of the valve thereby seals the inlet of the tank and confines the liquid fuel therein, thus ytending to avoid the danger of fire that often results from the upsetting of a vehicle.

The valve 9 is opened normally vby a suction device, as hereinafter described, the force thereof being sufficient to overcome the tension applied by the spring I1 to the disc of the valve 9. .thereby opening the .valve to admit air into the vaporizing chamber of the tank. To limit this opening movement, an auxiliary spring 25 is sleeved around the end of the guide rod I5, bearing at one end against a stop pin 26, but spaced at the opposite end from the valve stem when the valve is closed. Upon opening movement of the valve 9, the stem thereof engages the spring 25 which thereby limits this opening movement.

Provision may be made, if desired, for holding the cam 22 in a lateral position to which it has been shifted upon upsetting of the vehicle, thereby to maintain the valve 9 closed until the vehicle hasbeen restored to full operative condition. For this purpose, I have provided recesses 21 in the face of the cam 22, on opposite sides of the center thereof, as shown `in Fig. 7, in position to be engaged by a pin 28 slidably mounted in the adjacent bracket I6. An adjustable spring 29 bears against the pin 28 tending to press the same linto the recess 21 upon swinging movement of the weight 24 to either lateral position. This release may be accomplished in any desired manner as, for instance, by inserting an implement through a normally closed orifice in the top 2 of the tank. It will be evident that upon release of the pin 28, the cam 22 will be moved to its l normal central position by the weight 24, thus allowing operation of the valve 9 in the usual manner.

At the opposite side of the tank I is provided a discharge port 30 connected with and surrounded by an'enlarged cap 3|. A conduit 32 extends from the cap 3| to a connection 33 attached to the rod I5.

'the' suction of the engine.

, the bottom thereof. The pump 4B is operated in` .by the cam shaft of the engine.

intake manifo1d'34 of an engine 35 and forms a fuel inlet pipe for the engine.

The discharge port 30 has a valve seat 36 therein in a position to be engaged by the valve 31 having a stem slidably mounted on the guide The valve 31 is adapted to be opened by The valve 31 is normally maintained closed when the engine is not running, by a coiled spring 39 interposed between a disc 40 fixed by a pin 4|, and a disc 42 xed `to the stem of the valve 31, permitting limited sliding movement of the valve 31.

, A combined valve and atomizing unit is m0unted in thetop of the tank I, preferably above the liquid lever therein, as shown in Figs. 1 and 2. The unit is constructed' of a body 43 having a longitudinal passage 44 therethrough, communicating at one end with a liquid discharge nozzle or jet 45, and at the opposite end, with a connection for a discharge tube 46 (Fig. 3). The passageway 44 intermediate its ends, is connected through a tube 41 extending to the conventional fuel pump 48, the opposite side of which is connected with an eduction tube 49 which extends downwardly in the tank I to a point adjacent the usual manner, by the operation of the engine, being ordinarily a vacuum pump operated It will be evident that the operation of the pump 48 will withdraw liquid fuel from a point adjacent the bot- .tom of thetank l and discharge the same under pressure through the. passageway 44, either to the discharge jet 45 or to the discharge tube 46.

The fuel discharge is controlled by a sliding valve member 50 having orifices 5I and 52 therein. in` positions to register alternately with the opposite ends of the passageway 44, the opening 5|`permitting discharge-from the passageway to the jet 45, while the opening 52 permits discharge to the tube 46 when the valve member 5I) is shifted to its opposite position from that shown in Fig. 2. The valve member 50 is connected with one end of a lever 53 pivotally supported intermediate its ends at 54 on the guide rod |5. 'I'he opposite end of the lever 53 is coned with the lever 53 Ato restore said lever and its connected parts to their normal positions after the operation of the engine has stopped. 'I'he connections with the lever 53 are through slots that permit swinging movement oi the lever without binding said connections. The lever 53 is connected also through a link 65 with the valve 9 to open said valve upon actuation of the vacuum unit 55.

The supply tube 46 extends out of the tank I, through the cap 3| and conduit 32 so as to direct the liquid fuel to a point adjacent the intake manifold 34. The tube 46 terminates in a checkvalve unit 58 located in the chamber 33. The check valve in the unit 58 is arranged to close against back pressure through the tube 46, although allowing discharge of the liquid fuel therefrom. A check-valve 59, may be provided to connect the chamber 33 with the intake manifold 34. The intake manifold is provided also with the usual butterfly throttle valve 60 to control the feeding of the fuel to the engine.

a,coo,eai e Y 3 Provision is made for heating the fuel in the bottom portion of the tank I, for which purpose a fuel will be consumed through normal operation.

However, when the engine is to be started, it

usually requires the supply of a richer mixturey thereto than for normal operation. For this purpose,-I have provided the choke Il which substantially closes the air control valve I2 in the air inlet 1, and acts through the cam II bearing against the projection I on the valve 9, to move the valve inwardly thus moving 'the link 88 which connects the valve with one end of the lever 53. This movement will slide the valve member 50 to the right in Figs. 2 and 3, thus moving the orifice i2 into registry with the adjacent end of the passageway Il. The lever 53 is permitted to swing far enough to open the -orice |52 without having its movement limited by the vacuum unit l because of the lost-motion by the slot in said leverI where the unit is connected therewith. Then, the operation of theI fuel pump I8 will cause fu'el to be withdrawn from the bottom of the tank and directed through the tube 41, pas.. sageway M, orifice 52, and tube 46, through which it -is discharged at the valve unit 68 into the intake manifold 3l for combustion in the engine. Very little air will be drawn through the top of the tank during this spraying operation, due to the partial closing of the valve I2, but .lust sumcient air will be admitted to the manifold to support combustion of the relatively rich mixture in the cylinders of the engine.`

After the starting oi the engine, the choke I4 may be shifted to its normal position, thus opening the valve I2 as shown in Fig. l. The engine suction, when the engine is started, will act on the vacuum unit 5S, but the spring 51 will shift the valve member 50 to move the orice 52 out of registry with the passageway u, although the vacuum unit 58 will a'ct to hold the orifice 5I in registry with the passageway M, but the limited motion of the unit 55 will not cause vmovement of the valve 50 far enough to open the valve ori ilce 52. This will cause the liquid fuel to be discharged frorn the passageway in through'the ,iet or spray 45 in the path of movement of air through the topf of the tank. Since the liquid fuel is maintained in a warm condition by the heater 6I, the spraying of this liquid fuel in the air stream will aid thematerial vaporization thereof bythe heat to insure a full supply of vaporized fuel.

'I have found from actual experience by the operation of this unit, that it is far more eillcient than the normal or conventional carburetor units, producing more nearly Diesel efficiency.

If the tank I be constructed of substantial size, it may be equipped with a perforated baule t8 therein to prevent splashing of the fuel and undue vaporization, especially when riding over rough roads. Additional baies are shown at G1 4and Il' adjacent the air inlet port 1 and the discharge passage 30, to prevent the splashing of fuel out through said ports. The baille 81' is preferably lust above the lower end of the jet tube u, and prevents direct suction or the fuel from the jet to the passage 2l without adequate vaporization.

I claim:

l. A fuel vaporizer comprising a tank adapted to contain liquid fuel with an air space thereabove, said tank 'having an inlet and outlet at different sides thereof in communication with said air space, a guide rod mounted in theftank and extending between the inlet and outlet, valves Yslidably mounted, on said guide rod in position to control respectively the inlet and outlet, resilient means acting on the respective valves tending to hold'the same closed, cam means acting on the resilient means of one valve for varying the tension thereof, said cam means being journaled on the guide rod, a weight supported by thecam means and suspended in the tank in position for turning the same upon upsetting of the tank,`

linkage connected with the last-mentioned valve for opening movement thereof, and actuating l means for said valve connected with'the linkage.

f2.. A fuel vaporizer comprising a tank adapted to contain a liquid fuel with a vapor space' thereabove, said tank having a mixture outlet at a side thereof in communication with said vapor space and having an airinlet at a side thereof into said vapor space, a discharge jet mounted in the vapor space in the tank, a second jet in the mixture outlet externally of the tank, means for supplying fuel to said iets, valve means for controlling the supply of fuel to the respective jets from said'fuel supplying means, a valve for controlling the air-inlet, and control means op.- eratively connected with the fuel supply valve means for causing fuel to be directed only to the first-mentioned jet when the inlet vvalve is open and for discontinuing direction of fuel to said first-mentioned jet and causing fuel to be directed only to the second-mentioned jet when the inletl valve is substantially closed.

3. A fuel vaporizer comprising a tank adapted to contain a liquid fuel with a vapor space thereabove, said tank having a mixture outlet at a side thereof in communication with said vapor space and having an air inlet at a side thereof into said vapor space, a discharge jet mounted in the vapor space in the tank, a second jet in the mixture y `outlet externally of the tank, means for supplying fuel to said iets, valve means for controlling the supply of fuel to the' respective jets from said fuel supplying means, a valve for controlling the air-inlet, and control means operatively connect- -ed with the inlet valve and fuel supply valve for causing fuel to be directed only to the flrst' mentioned jet when the inlet valve is open and to cause fuel to be directed only to the second-men-l tioned jet when the inlet valve is substantially closed.

4. A fuel vaporizer comprising a tank adapted to contain a liquid fuel with a vapor space thereabove, said tank having a mixture outlet at a side thereof in communication with said vapor space and havingan air inlet at a different side thereof into said vapor space, an engine inlet pipe connected with the outlet and leading therefrom, a discharge iet mounted in the vapor space in the tank at a point remote from the outlet, a second Jet in the engine inlet pipe externally of the tank, means for supplying fuel to said jets, valve means for controllingthe supply of fuel to the respective jets from said fuel supplying means, a valve for controlling the air inlet, linkage means connectthereof 4into said vapor space, an engine inlet pipe connected with the outlet and leading therefrom, a discharge jet mounted in the vapor space in the tank at a point remove from the outlet, a second jet in the engine inlet pipe externally of the tank, means for withdrawing liquid fuel f rom within the tank and for directing said liquid fuel under pressure to the respective jets, valve means for controlling the supply of fuel to the respective jets, a valve for controlling the air inlet, linkage means connecting said inlet valve with the valve means for causing opening movement of the inlet valve upon movement of the valve means to supply fuel to the first-mentioned jet and for causing closing movementl of the inlet valve upon movement of the valve means to supply fuel to the second jet, and Power mean-S for causing said coordinated movements of the inlet valve and valve means. i

6. A fuel vaporizer comprising a tank adapted to contain a liquid fuel with a vapor space thereabove, said tank having a. mixture outlet at a side thereof in communication with said vapor space and having an air inlet at a different side thereof into said vapor space, an engine inlet pipe connected with the outlet and leading therefrom, a discharge jet mounted in the vapor space in the tank at a point remote from the outlet, a second jet in the engine inlet pipe externally of the tank, means for withdrawing liquidfuel Aspace and having an air inlet at a diierent side amasar from within the tank and for. directing said liquid fuel imder pressure4 to the respective Jets, valve means for controlling the supply of fuel to the respective jets, a valve for controlling the air inlet, linkage means connecting said inlet valve with the valve means for causing opening movement of the inlet valve upon movement of the valve means to supply fuel to the first-mentioned jet `and for causing closingl movement of the inlet valve upon'vmovement of the valve means to supply fuel to the second jet, power means a top section forming a cover, said sections cooperating to enclose a chamber in the; tank, valve mechanism enclosed within the chamber and having a fuel discharge jet connected therewith I and mounted in the chamber, said valve mechanism and jet being mounted on the top section and carried thereby, said tank having a mixture discharge opening at one side thereof and having an air inlet at a side thereof, a fuel eduction tube connected with the top section and extending through a side thereof and downwardly into the sump, a fuelA inlet tube extending through a side of the top section to the valve mechanism, and pump means externally of the tank connected with said tubes for withdrawing liquid fuel through the eduction tube and discharging said liquid fuel through the inlet tube and the valve mechanism to the jet, said tank top section being detachably connected with the bottom section for removal therefrom for assembly and adjustmentof the valve mechanism and jet carried thereby.

' RUSSELL GOODE. 

